1. 11.943J/ESD.935 Urban Transportation, Land Use, and the Environment in Latin America: A Case Study Approach 14 February, 2002 Lecture 3: Transportation Strategies, Options, Examples

2. Paths of Intervention Institutions Visions,Strategies Laws/Regs Operations Investments Plans supply Demand

3. SupplySupply--Side Interventions Roadway Infrastructure – Challenge: multi-agency responsibility local, regional, national maintenance, management expansion provision (public) vs. operation (generally private) – Challenge: Prices charged do not reflect costs [Finance issues detailed in future class]

4. Roadway Maintenance Roadway systems already constitute massive public investments – Typically poorly maintained – Maintenance investments typically exhibit very high rates of return – Institutional challenges: responsibilities allocated according to traffic (local, regional, national); revenue raising capabilities not necessarily matched with institutional responsibilities nor user impact (i.e., distance and weight related registration fees).

5. Roadway Maintenance Need for a maintenance culture and maintenance management systems – to plan and budget for required maintenance on a systematic basis – Implementing surveys of road condition, distinguishing routine, periodic maintenance, and rehabitation/reconstruction Impacts: – Traffic flow (congestion) – roadway safety – vehicle maintenance and performance

6. Traffic Management Maximize efficiency of existing infrastructure – Focus on moving goods and persons (not vehicles, per se) – Defer capital expenditures for expansion (buy time) – Immediate impacts, often with minimal adverse side effects and at relatively low cost Improve safety and environmental performance Challenges – Virtually impossible to satisfy needs of all users (i.e., pedestrians vs. motor vehicles, bus priority vs. auto, etc.) – Often low profile – little political visibility – Implies a continuous process – not a one shot solution

7. Traffic Management -- Measures Traffic circulation design – one way streets, – vehicle bans during certain hours and/or in certain areas – traffic calming and other measures to improve non-motorized transport conditions Traffic signal management (computerized, synchronized, specific user priority – i.e., buses, pedestrians, cyclists) – Linked to advances in telecommunications and intelligent transportation systems (ITS) – Technology leapfrog opportunity? On-street parking policies Enforcement

8. Traffic Management –– Bus PriorityBus Priority Bus lanes: typically re-allocating general roadspace to bus-only use; normally not physically separated Busways: segregated, higher capacity, often requires new right of way. Latin America, particularly Brazil, has been a pioneer – Curitiba, Recife, Porto Alegre, Sao Paulo, Belo Horizonte, Quito, Bogota, Lima, Santiago Signal priority: much less common (non-existent?) in developing countries – complex to design and manage, difficult to organize with multiple operators (on-vehicle hardware requirements)

9. Bus PriorityBus Priority -- Challenges Operational – difficult to enforce bus lanes (i.e., encroaching traffic) – with high informal sector presence and/or many small vehicles, and/or exceptionally high bus flow -limited effectiveness Engineering – integration with other road traffic – protecting passengers coming/going from stops Political – opposition to space re-allocation – desire for high-tech solutions (i.e., metros)

10. Infrastructure Expansion -- RoadwaysRoadw Infrastructure Expansion -- RoadwaysRoadw Optimal transport network size? – U.S. cities, avg. 35% of urban area for transport infrastructure; European cities, 20-25%; Asian cities, 10-12%… Key is hierarchical network appropriately scaled to urban fabric and adequately fit according to need and use

11. Roadway Hierarchy Type FunctionNMT Facilities Design speed Direct Land Access Comments Sidewalks, paths Pedestrian flow YesUnrestrictedEssential for access Cycle paths Bike flowYesUbreswtructedContinuous system preferable Local Streets Property Access Sidewalks30-40 Km/hr UnrestrictedDiscourage through traffic Collector Streets Links local Street to arterials Sidewalks; Bike lanes possible 40-50 Km/hr Generally Unrestricted Discourage through traffic ArterialsIntra-city travel Sidewalks; bicycle lanes w/demand 50-75 Km/hr Only tl major traffic generators Backboneof urban street system Express- ways Inter and Intra-city travel None>75 Km/hr No direct land access Grade separated Inter-sections Source:world bank,2001,p.91.

12. When to Expand Capacity? Typically requires system-wide analysis – Avoid shifting bottlenecks – Full comparison to alternatives (traffic management and demand management) – Impacts on non-motorized transport – Comparison of full costs and benefits is necessary, but not sufficient Valuation of environmental externalities, Better understanding of impacts on urban form Distributional effects of investments – Must take into account induced demand

13. Capacity Expansion & Induced Demand Theory: Increases in roadway capacity attracts increases in traffic – Reduced travel costs (time) produces increases in demand Implications – Underestimated social costs from generated traffic (over-estimated benefits of reduced congestion); – Additional benefits of greater overall mobility Empirical estimates: Elasticities of Vehicle Distances Traveled with respect to lane miles – Short run: 0.5 (Noland, US State Level) – Long run: 0.8 (Noland); 0.9 (Hansen & Huang, CA); 1.0 (SACTRA)

14. Induced Demand --Graphically P3P3 D P 1 S 1 S 2 Q 1 Q 2 P 1 S 1 S 2 Q 1 Q 2 Q 3 D 3 D 1 P2P2 Induced Travel w/Growth in Underlying Demand Travel price Q2-Q1: Induced Demand Q3-Q2: Exogenous Growth Travel price Travel Quantity

15. Induced Demand --Effects Short Run – Changes in travel departure times, route switches, mode switches, longer trips, and some increase in trip generation. Long Run – Changes in land use patterns and spatial location of activities

16. Induced Demand -Implications Need to differentiate between induced demand and demand growth due to demographic factors (income, population, etc.) – Nolands models for US estimate over 5 year period approximately 25% (21%-29%) of VMT growth due to induced demand Implies 43 million additional tonnes of CO2 emissions Need to balance induced demands benefits (increased mobility/accessibility) with its social costs Road construction cannot solve congestion

17. Does Induced Demand Exist for Other Modes? Busways, Rail, NMT facilities – an attempt, in part, to induce demand to these modes – Improving travel times, improving travel comfort, security, safety Noland (1995) shows that increased cyclist perception of safety produces a greater than proportional increase in bicycle use Ortuzar et al (2000) estimate that cycle network construction in Santiago (3.2 km per km2 would produce a 350% increase in bike mode share (from 1.6% to 5.8% of trips)

18. Infrastructure Expansion –– Mass Transit ItemCarac as Bangko k Mexic o Kuala Lumpur TunisQuitobogotaPorto alegre TypeMetro Light Rail Light Rail Trolley busway Buswa y Layout100% tunnel 100% elevate d 20% E 50% G 25% T 100% elevated At grade At grade Capital Cost/km (Smns) 90 70w/o Veh. 74 29w/o Veh. 41 23w/o Veh. 5013 9w/o Veh. 10 1.8w/o Veh. 5.21 Max Capacity (p/h/d) 32,40050,00039,30030,00012,00015,00035,00020,000 Source:world bank,2001,p.120.

19. Mass Transit Infrastructure ––Major Issues Mass Transit Infrastructure ––Major Issues Busways – as discussed earlier (slide 9) – rapid to deploy – ability to integrate with urban form? (Curitiba) Rail – typically viewed as far too expensive for developing cities – Clearly play a role in dense travel corridors – As income grows, justification can grow – investments become relatively more affordable; value of time savings increases – How to better integrate with urban form (both existing and new infrastructure); value capture, station development, etc. – What should pricing policy be?

20. Transport Supply ––PublicTransport Mgmt. Less Public Funding Less Regulation Public Monopoly Gross Cost Service Contracts Net Cost Service Contracts Franchises Concessions Quantity Licenses Quality Licenses Open Market (Rail Systems, Bus/Trolleybus in Mexico City) (Curitiba) (Santiago, Sao Paulo) (Bogota) (Mexico City) Paratransit

21. Example of Roles in Loose Regulation City Authority(ies) Companies BogotaIssues licenses (route, hours, capacity); basic fares; poor overall regulation Vehicle Owners pay entry fee to licensed company; premium fare Buenos Aires Issues concession licenses; Ministry of Economy sets fares; Transport Authority routes/schedule Vehicles are share in company (association); operators set vehicle type; company influences sched. Mexico City Issues route-based licenses for buses and minibuses; sets fares and routes Operators determine vehicle type and schedule Source: Halcrow Fox, 2000.

22. Example of Roles in Strong Regulation City Authority (ies) Companies CuritibaGross cost contracts on area basis; reimburses operators based on per kms; fares, vehicle type, schedule, route, # buses specified. 10 Formal Companies. RioLicenses specify level of service and fares, routes and vehicle types. 33 licensed companies. SantiagoContract specifies route and frequency; fare and vehicle type established in bidding. ~250 companies set fares and vehicle type via bidding São PauloContract – based on standardized cost schedule – specifies route, frequency and vehicle type; payment on per km basis. 50 private operators; contract does not allow for much innovation.

23. Public Transport Management Obstacles and Challenges – Ensuring competitive route bidding – Service and Fare Integration – Adequate enforcement of service conditions (frequencies, fares, etc.) – Formalization of Companies – Reducing incumbents advantage – Long-Term profitability – Institutional capacity and political influence

24. Transport Supply ––Vehicle Owners Private Vehicle Characteristics and influence – Size, Weight – price based potential influence via tax policy, registration fees – Emissions, Safety – regulation based, possibly price based New vehicle standards, in-use vehicle standards, I/M programs, Potential to link to pricing mechanisms (fuel prices, registration prices, purchase prices). Public Vehicle Characteristics and influence – Via the management/regulatory regimes

25. Transport Demand Management Prices, Fares, Subsidies – Fuel charges, road pricing charges, insurance charges Blunt instruments – Driving bans (Hoy no Circula) The Role of Traffic Management and Supply Management

26. Land Use: Supply--Demand Interaction Hypotheses of The Three Ds CharacteristicVehicle Trip Rates Choice of non- private vehicle for: Non-Work Trips Work Trips DensityReduceIncrease diversityReduceIncrease designReduceIncrease

27. Land Use: Reality of the Three Ds Modest to moderate at best – Densities important for personal business – Commercial activity accessibility important for HH VMT – Retail activity accessibility important for work trip mode choice – Design elements (Grid layout, limited on street parking) important for non work travel – Need for co-existence of the Three Ds In the developing world what can really be achieved?? – (see, for example, WBCSD, Table 4.10, p. 4-28) Source: Cervero & Kockelman, 1997.

28. Solution Sets --Key Vision Strategy Tactics Integrated Approach Institutional Implications

29. The curitiba story

30. Curitiba: Background City Size: 431 km2, city proper ~800 km2, metro region GDP per Capita: $5,150 (US$1994) -employment: 35% retail-commercial; 19% manufacturing Private Autos: 270 per 1000 people (1993)

31. Curitiba: Background

32. Curitiba: Evolution of a Transport System 1965: Linear Access Plan Conceived 1970: Jaime Lerner Elected Mayor 1974: First Two Busways 1972: Pedestrianization of Downtown Streets 1978: Additional Busway 1979: First Interdistrict Bus Line 1980: East-West Busway Fare and Service Integration 1991: Express Bus with Tube Stops 1992: Bi-articulated Buses

33. Fundamental Principle I: Land Use-Transport Integration A Linear City: Focusing urban expansion along structural axes – Centered on busways Promote densification of land uses on axes – Zoning, Regulations, Incentives

34. Fundamental Principle II: Public Transport Priority in Road Infrastructure Trinary Road System